tfMJlgj
Stages. We must not ignore the fact that we are
really only now on the threshold of commercial avia
tion. The aeroplane has developed enormously as a
result of the War, and we believe it has developed
along such lines that we have really but a short
distance to travel towards the true commercial type.
But after all, we do not know this with certainty yet,
and it is in order, as we judge, that we may make
assurance sure that the regulations for the Govern
ment competition have been drawn as they have. We
are as anxious for progress as any, but we do think
that with so much of the future at stake the Air
Ministry has done well to take Festina Lente as the
motto for to-day.
French It is being freely commented upon that \irship w.hile tne British Government is stop-
Services Pmg the building of airships, France is
embarking on the construction of four
rigid airships for commercial purposes, and proposes
to run an experimental service with them. When, it
is stated, sufficient data have been accumulated as a
result of the proposed services, the airships will be
handed over to a civil transport company, together
with all the information gained during the experi
mental stage. Government aerodromes will be placed
at the disposal of the company, and an arrangement
come to between the Government and the company
as to subsidy, charges, and so forth.
We have a shrewd idea that this is very much what
our own Government is doing, except that the ex
perimental work has already, in our case, been done.
We indicated as much last week when writing on the
subject of airships and airship services. As a matter
of fact we understand that certain negotiations are
taking place between the Government and a very
powerful group identified with shipping and transport
interests for the taking oyer and running commercially
of certain of the completed and uncompleted rigid
airships recently handed over by the Admiralty to the
Air Ministry. Until the results of these negotiations
are'known it would be futile to indulge in criticism of
the Government policy towards airships and their
commercial use, or to contrast the policy of France
with our own.
• «•> •
There is one aspect of the successful
The inauguration of the cross-Channel air
of the6 fervices which we have not dealt with
R.A.F. ln our article on the success of the
enterprise, for the reason that it stands
by itself and thus merits special consideration. It is
perfectly clear that these services are only the first
of many which will, in the practical assurance of
success we now have, spring up in many directions.
These services will, as a matter of course, employ
large numbers of highly skilled pilots, and even greater
numbers of well-trained mechanics, expert and up-t.o-
date in their knowledge of flying and the successful
upkeep of aircraft. It stands to reason that this great
personnel will stand to the country in the relation of
<s> •
The Folkestone-Cologne Mail Service
DURING the week ending August 16 the R.A.F. aerial
mail service from Lympne to Cologne carried no less than
7,090 lbs. of letters and postal packets.
The service is carried on by two squadrons, Nos. 18 and 120.
The former is using D.H.9A machines with Liberty engines,
and is working from the Cologne terminal, while the latter
is equipped with the D.H. 9 type with B.H.P. engines, and
works from Lympne.
SEPTEMBER 4, 1919
a great flying reserve against the possibility of another
War, particularly if the Government looks kindly
upon the proposal to form a Territorial Air Force.
Now it is clear that we do not want it both ways. If
we have a large and highly qualified reserve of pilots
and mechanics, it follows that we can for a time do
with a smaller Regular force than we should need if
there were no such reesrve. We have always stood
for aerial preparedness, and we do not intend to
depart from the attitude we have always preserved
in this matter, but the need for national economy is
very pressing, and having regard to the circumstances
now opening up in regard to the future of commercial
aviation, there is not necessarily the same need to
keep on the active list of the R.A.F. an establishment
of flying officers approximate in numbers to a reason
able war strength of the air service.
We imagine that there will be very few who will
quarrel with the general principle thus laid down,
but even though we ourselves, with qualifications, sub
scribe to it, there is need to approach the subject
with some amount of caution. In the light of reduc
tions which have already been made in the strength
of the R.A.F. and in view of still further possible
reductions, there is already talk of the possibility of
a return of War Office control and the abolition of the
Air Ministry as a separate entity, of course in the
sacred name of economy. There seems to be very
little doubt that the War Office is still sore at having
lost control of the Air Service and wquld dearly like
to get it back. That certain strings are being pulled
to ensure this is fairly certain, though we do not
believe that for the present at any rate the intriguers
have the slightest chance of succeeding in their
design.
Economy in administration is an excellent thing in
its way, but it can go badly wrong in practice, and we
are more than ever convinced that to revert now to
the system which was proved to be bad in the War
would be a fatal reversal of policy and one to be
fought against tooth and nail by all who are in
terested in the true development of aviation, military
or civil. War Office control of aviation resulted in
our entering the War in a state of unpreparedness,
which was tragical in comparison with the efficiency
of the enemy air service. Not until production was
taken over from the Army Council did we ever look
like obtaining the excess of air power over the
Germans which was essential to victory. The truth
is that the business of the Army Council was—and is
—to run the affairs of the Army, and that it failed to
understand that aerial war must be made by men
who understand it and who are not tied to the tradi
tions of the Three Arms. As well run the Navy from
the Horse Guards as try to preserve our aerial position
from the War Office. It has been quite rightly
decided—after a bitter price had been paid for past
mistakes—that the Air Service is a service apart
from either Navy or Army, even though it works in
co-operation with both, as they do with each other.
It is so and must remain so.
The average time taken by machines of No. 18 on the
journey is 3 hrs. 14 mins., while No. 120, with rather less
powerful engines, average 3 hrs. 23 mins.
The intermediate stage at Maisconcolle is now cut out,
and the machines fly through without a stop. Out of 45
trips commenced, only in one case was there failure to complete
the journey. The average weight carried per journey was
161 lbs. We understand that, consequent upon the rapid
demobilisation of our forces in Germany, the service was dis
continued on Monday last.
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